Automatic train-stop.



0. H. EWEST.

AUTOMATIC TRAIN STOP.

APPLIOATIQN FILED PEB.17, 1914.

Patented Dec.22,1914.

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annual THE NORRIS PETER Lv,rr1\lll) IJTHQ, \VASHINGIUN D c.

0. H. EWEST.

AUTOMATIC TRAIN STOP.

APPLIOATION FILED FEB. 17, 1914 Patented. Dec. 22, 1914 3 SHEETS-SHEET 2.

THE NORRIS PETERS Ca. PHDTO-I-ITHO, WASHINGi'ON, D. C.

O. H. EWEST.

AUTOMATIG TRAIN STOP. APPLIQATIYON FILED .IEB.17,1914.

Patented Dec. 22, 1914.

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paratus of the class described which will pairr sna l ri.

OTTO H. EWEST, 0F BIRMINGHAM, ALABAMA.

AUTOMATIC TRAIN-STOP.

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Specification of Letters Patent. I Pate ted D 22 1914 Application filed February 17, 1914. Serial No. 819,219.

To allwhom it may concern:

Be it known that I, Or'ro' H. Ewns'r, a citizen. of the United States, residing at Birmingham, in the county of Jefferson and State of Alabama, have invented new and useful Improvements in Automatic Train- Stops, of which the following is a specification. I I

This invention relates to improvements in automatic train stopping apparatus and has particular application to an apparatus of the class described whereby the propelling power of a motor car will be cut off and the brakes applied in the event of the car or train pass: ing a danger signal.

. In carying out the, present invention, it is my purpose to provide an automatic train stop which will be foundiespecially useful in conjunction with the block signaling system of the railroad and whereby in the event of the train passing a danger signal the propelling power'of the carwill be cut oii and the air brakes applied simultaneously so as to bring the car or train to a standstill.

It is also my purpose to provide an apembody among other features a motor con nected with a valve located in the steam main of the locomotive and adapted to be actuated to close the valve under fluid pressure, and valves controlling, respectively, communication between such motor and the source of fluid supply and the brake pipe of the air brake system and the atmosphere and capable of operation simultaneously so that the motor will be actuated to close the valve in the steam main and the air brakes applied.

Furthermore, I aim to provide an apparatus of the type set forth which may be installed and maintained at a minimum expense and which will operate. effectively and eflicientlv under all weather conditions.

.With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claim.

In the accompanying drawings; Figure 1 is a transverse sectional view through a trackway and locomotive thereon showing my lnvention installed. Fig. 2 is a fragmentary longitudinal sectional View through the locomotive showing the car carried mechanism.- Fig. 3 is an enlarged sectional view through the car carried mechanism removed from the locomotive. Fig. 4: is an enlarged horizontal sectional view through the controlling valves removed from the car. Fig. 5 is. a view in side elevation thereof. Fig. 6 is a view in side elevation of the track instrument.

Referring now to the drawings in detail, 1 designates a trackway which, in the present instance, is divided into blocks and located at the entrance to each block is a semaphore controlling traiiic into the block.

Located adjacent to each semaphore is a track instrument comprising, in this instance, a standard 2 uprising from the roadway and having the upper end thereof terminating in a plane slightly above the tops of the cars. Mounted upon the upper end of the standard 2 are horizontally alining bearings 3, 3 disposed transversely of the trackway and slidably mounted within such bearings is a rod 4: having one end thereof equipped with an obstacle 5 adapted to be projected toward the center of the lines of rails of the trackway. The free end of the rod is connected with a suitable mechanism with the signal blade of the adjacent semaphore so that when the latter is thrown to danger position the obstacle will be projected, while when the blade is in clear position the obstacle will be retracted. In this embodiment of my invention, I have shown the car carried mechanism asapplied to a steam driven locomotive and such mechanism comprises a sliding gate valve 5 connected in the steam main leading from the steam dome of the boiler to the drive cylinders of the engine. Uprising from the boiler above the casing of the valve 5 is a dome 6 surrounding the valve and mounted upon the upper end of the dome 6 is a motor in the form of a vertical cylinder 7 and a piston 8 disposed within the cylinder and capable of vertical sliding movement therein. Depending from the piston 8 is a rod 9 working within suitable alining stufling boxes carried respectively by the lower ends of the cylinders and the upper end of the dome 6. The lower end of the piston rod 9 is connected with the stem of the valve and when the piston is in elevated position the valve is open, while when the piston is lowered the piston is closed so that communication between the steam dome of the boilers and the drive cylinders of the locomotive is cut off. In the present instance, a coiled expansion spring 10 surrounds the piston rod within the cylinder 7 and has one end abutting the lower wall of the cylinder and the opposite end in engagement with the bottom face of the piston, such spring acting to hold the piston normally elevated and the valve open. Leading into the upper iend of the cylinder 7 is a supply pipe 11 connected up with a suitable source of fluid supply, such, for instance, as the main air reservoir of the brake system.

12 designates a metallic block adapted to L be fastened to theroof of the cab of the lo-' comotive adjacent to one edge thereof and formed in such block are horizontal bores 13,14 spaced apart in parallelism and arranged transversely of the trackway.

Formed in each bore 13, 1% adjacent to one end thereof is a valve seat 16 adapted to receive a valve 17 equipped with a stem 18 extending outwardly of the opposite end of the bore and working within a stufling box 19 and capable of longitudinal sliding movement to disengage the valve from its seat. Formed in the side wall of each bore adjacent to the valve seat 16 therein is a port 20 and connected with the valve seat end of the bore 13 is a pipe 21 in open communication with the train line air pipe or brake pipe of the, air brake system of the car, While the supply pipe 11 of the cylinder 7 is split and one end of the split portion connected with the valve seat end of the bore 14 and the opposite end connectedwith the port 20 in the side wall of such bore. By means of this construction, it will be seen that when the valve within the bore 14 is disengaged from its seat communication between the source of supply and the cylinder?- will be established whereby the piston 8 within such cylinder will be moved downwardly therein with the effect to close the valve 5 and so out off the flow of steam to the engine cylinders, while when the valve within the bore 13 is disengaged from its seat communication between the brake pipe and the atmosphere will be established and the brakes applied. The valve end of the bore 14 is preferably connected with the pressure section of the supply pipe 11 so that the valve 17 when relieved of its hold- 18 of the valves is a cross bar 22 parallel with the adjacent face of the block 12 and interposed between the cross bar 22 and the adjacent face of the block 12 is a coiled expansion spring 22 having one end in engagement with the cross bar and the opposite extremity abutting the block, such spring acting to force the cross bar 22 outwardly and the valves 17 to open positions. Extending outwardly from the block 12 below the cross bar 22 is a pivot pin 23 and rotatably mounted upon such pin is an arm 24 adapted, under normal conditions, to lie in a vertical plane and disposed in the path of movement of a pin 25 extending outwardly from the cross bar 22 thereby holding the latter against movement under the action of the spring 22.

From the foregoing description taken in connection with the accompanying drawings, the construction, modeof operation and manner of employing my invention will be readily apparent.

When a signal blade is thrown to danger position the obstacle 5 is projected toward the center of the trackway and in the path of movement of the arm 24 on the locomotive cab. As the locomotive passes the active track instrument the arm 2 L impacts against the obstacle 5 and is swung about the pivot pin 23 thereby disengaging the pin 25 whereby the spring 22 reacts to move the cross bar 22 outwardly and so open the valves within the bores 13, 14 thereby causing the propelling power of the car to be out off and the air brakes applied as previously described.

While I have herein shown and described one preferred form of my invention by way of illustration, I wish it to be understood that I do not limit or confine myself to the precise details of construction herein described and delineated, as modification and variation may be made within the scope of the claim without departing from the spirit of the invention.

I claim:

In an automatic train stop, the combination with the steam main of a locomotive, of a valve in said main, a motor connected to said valve and adapted to close the same, a source of supply for said motor, a valve for establishing communication between said motor and source whereby the motor will against movement under the action of said 10 be actuated to close said first valve, a valve last means.

for establishing communication between the In testimony whereof I afiix my signature train pipe of the air brake system and the in presence of two witnesses.

atmosphere, a block carrying both of said last valves, a cross bar connecting said OTTO EWEST' valves to hold the latter seated, means act- Witnesses:

ing upon said cross bar to open said valves, MORRIS SOHMALHEIsER,

and means holding said cross bar normally GUY W. PARKER.

Gopies of this patent may be obtained for five cents each, by'addressing'the Commissioner of Patents,

Washington, D. G." 

